Electrically-operated fuel injector



April 21, 1925. l 1,534,829

` A. R. BEI-INK;

ELECTRIGALLY OPERATED FUEL INJEc'roR Filedlpru 9' 919 lil Patented Apr. 21,1925.

j 1,534,829 PATENT OFFICE.

ALBERT R. BEI-INEE, OF ST. PAUL, MINNESOTA.

ELECTRICALLY-OPVERATED FUEL INJECTOR.

Application led April 9,

To a?? who/n t 'may concern.'

Be` it known that I, ALnErrr R. BnuNiiE,

a citizen of the United States, residing at St.

laul, in the county of Ramsey and State of Mlnnesota., have 1nvented a new and useful j Improvement in lllectrically-Operated Fuel Injectors, of which the following is a specification. Y i

This invention relates to electrically operated injectors for injecting hydrocarbon into internal combustion engines and its object is to provide such an injector operated by electro-motive force from any suitable source of electricalenergy, .injecting the hydrocarbon directly into the explosion chamber of theinternal combustion engine with means for automatically relieving the excess pressure of the injector, the automatic means being `adjustable toditferent pressures. An injector of this kind is av great advantage, for the reason that the hydrocarbon or liquid fuel is introduced directly` into the explosion chamber before any of it has had an opportunity to vaporize or condense before entering the explosion chamber, thereby giving a'device which v1s economical and efficient,

'lhe electrical operation of the injector eliminates ordinary mechanical means which i would be necessary to operate the same making 1t` possible to place the lnjector 1n any convenientA posltion and glvlng a most simple device. The injector is provided with means for adjusting the pumplng capacity of the saine and means for making the devlce practically noiseless in operation. Itis obvious that the injector can be used on any style or construction of internal combustion engines by properly Wirmg the same to` a suitable source of electrlcal energy with the proper construction of timing switch or commutator s oas to cause the injector to pulsate at the desired time. f

T n the drawings. Figure 1 illustrates the injector in enlarged form partly in cross .section and diagrammatically illustrating the injector connected to an internal combustion engine, together with the electrical connections therefor. Figure 2 is a detail of the nozzle of the engine part of which is broken away and illustrated in cross section.

Figure 3 is a side elevation partly illustrated in cross section ofan alternative form of injector, the electric Wiring of which is illustrated diagrammatically.'

1919. Serial No. 288,871.

Figure 4 is an end eleva-tion ofthe construction illustrated in Figure 3.

ln they drawing, the injector A is illus- [rated in enlarged form and an internal combustion engine B only a portion of which is illustrated', is very much smaller'than it would bein proportion to the injector in actual construction..` The present representation being made to conveniently describe and explain the construction and functions of the injector.

The injector A is formed with two electromagnetic coils 1 and 2 which are of ordinary construction with a proper number of windings and wire so as to operate with any desired elect-ri :al current or source of energy.

Centrally disposed between the coils is a. plunger rod v3, which is slidably held with an armature portion 4 rigidly secured near its outer end 5. The outer end 5 of the plunger rod 3 is slidably held in the bearing portion 6 and a coil spring 7 is adap-ted to bear against the end of the rod- 3 so as to cushion the same and limit the movement of the rod in one/direction. The spring 7 is heldv in the hollow adjusting nut 8 which is threaded on the outer extremity of the hearing portion 6 of the inject-or. the' pressure of the spring 7 against the rod 3 is adjusted.

The bearing portion 6 is formed 0f brass or non-metallic material and is connected by means of the screws 9 to theso-ft iron portions 10 Which are secured to the outer ends of the magnetsv 1 and 2 by means of the screws 11. The 'portions 10 are adapted to extend irs close proximity to the armature 4 of the magnetic coil A so that the armature will be easily influenced by electro-magnets 1 and 2. j

The coil spring 12 is positioned about the rod 3 between the magnets 1 and 2 and is adapted to bearagainst one side of the armature 4 and against the inner Bearing-'portion 13 ofthe magnet A to tend to force the By turning the nut 8,

armature 4 away from the magnets 1 and 2 of the magnetic coils 1 and 2. The bracket 16 is secured to the portion 13 by means of screws 17. The bracket portion 16 together with the body portion 15 are preferably formed with brass or other non-magnetic material, thereby preventing any interference with the n'lagnetic lines of force passing through the magnet coils or connecting parts.

The body portion l5 is lsecurely held to the bracket portion 16 by means of the nut 19 which is threaded on the inwardly projecting end of the body portion 15.

Theplunger rod 3 is adapted to extend into the vacuum chamber 2t) of the body portion 15 so that when the rod 3 is reciprocated back and forth, a vacuum will he caused in the chamber 2t).

Suitable packing 21 is held about the 1nner end of the rod 3 by means of the packing nut 22 in the ordinary manner. The chamber ortion 2O is connected by means of a vertlcal passageway 23 with the passages of the check valves 24 and 25. The check valves 24 and 25 being of the ordinary ball` type construction. The lower check valve 24 is connected to a supply pipe 2G and it is understood that the, supply pipe would connect with a tank or any suitable container for a suppl of hydrocarbon. (The suppl;1 tank not being illustrated.)

The upper check valve 25 is connected by a pipe 27 to a by-pass or relie-f valve 28. The valve 28 is constructed with two outlets or passage-ways, one of which is connected by the pipe 29 with the spray nozzle 30. 'Ihe spray nozzle 30 is positioned in the head of the engine cylinder B so as to spray the liquid fuel directly into the combustion chamber. The other passage-way of the valve 28 is connected by a pipe 3l to the supply tank, to which the pipe 26 is connected. A ball check 32 is positioned in the chamber 33 of the valve 28 and is held in closed position by means of the coil spring 34. The pressure of the spring 34. is variable by means of the adjusting rod 35 which is threaded in the valve casing and the inner end of which bears against the disk 36. The disk 3G bears against the spring 34 to compress the same when the rod 35 is screwed inward and to relieve the eompressure of the spring when the rod 35 is screwed outwardly. Thus the adjustable relief or bypass Valve 28 is so constructed as to regulate the injecting pressure in the pipes 27 and 29 and also through the nozzle 30, during the operation of the injector A.

The nozzle 30 is formed with a check valve as is illustrated in Figure 2 which consists of a coil sprin 37 positioned in the lower extremity of t e nozzle and which is adapted to bear against the ball cheek 38 to close the passage-way 39 of the injector when compression takes place in the combustion chamber C of the engine cylinder Tl and during the tiring of the internal combustion engine, but allowing the ball check to open when the injector operates so as to inject the desired amount of fuel into the combustion chamber C ot' the engine l5. 'lhe nozzle 3() is formed with a small opening 4() on its lower or injecting end through which the fuel passes when the injector A is operated. lt. being obvious that the hole 4t) eau be o't various sizes to suit the requirements of the engine on which the injector is used but it is preferably small and thereby prevents a strong-back pressure into the nozzle when the engine fires. The ball check 3S prevents any back firing from the explosion chamber C into the nozzle 3() and pipe 29, due to the fact that the pressure would raise the ball check 38 against the lower end ot the passage-way 39 closing the same even if the spring 39 was inoperative or not present.

The electro-magnetic coils 1 and 2 of the injector/A are connected in series by the wire 41 and the coil 2 is grounded at G while the coil 1 is connected by means of the wire 42 to an electric battery 43 or any other suitable source of energy and by means of the wire 44 to the brush 45. The brush 45 is adapted to bear against the commutator segment 46 and an insulated portion 47 which are positioned on the crank shaft 48 of the engine B or on any other suitable shaft so as to properly time the operation of the injector A. The shaft 48 is grounded by means of the Wire 49.

ln operation, as the engine rcciprocates and the crank shaft 48 rotates, the brush 45 will contact with the segment 46 closing the electric circuit through the wire 44, battery 43, wire 42, coil 1, wire 41, coil 2, through the ground and through the wire 49 to the crank shaft. 48, sending an electric-current into the coils 1 and 2, and thereby drawing the armature 4 inward against the spring 12 into the position illustrated in Figure 1, forcing the plunger rod 3 of the injector into the vacuum,chamber 20, raising the check valve 25 and forcing liquid -fuel from the chamber 2() through the pipe 27 through the valve 28, pipe 29 and out of the spray nozzle 3() into the combustion chamber C of the engine.. `When the crank shaft 43 rotates so that the brush 45 contacts with the insulated segment 47, the electric-elurent from the battery 43 is cut oft' from the coils 1 and 2 and the spring 12 will force the plunger rod 3 out against the spring 7 away from the portions 10 of the coils l and The spring 7 cushions the rod so as to prevent any sharp jar and eliminating noise of the plunger rod and the plunger rod 3 will form a suction in the chamber 20. The check valve 25 closes automatically4 by gravity andthe valve 24 opens due to the suction llt) ' f the plunger rod adi-wing into the Chamber 20 a charge fof hquid fuel from the supply tank to which the pipe 26 is connected. When the brush .'45 again contacts with the segment 46, the plunger rod 3 Will be forced into the chamber 20 forcing the liquid fuel through the'nozzle 30 into* the combustion chamber again. This operation can be repeatedas ra idly as desired during the o eration of t e engine B, it being obvious t at one or more contacting segments 46 can be positioned --about the shaft `48 so as to inject fuel into the combustion chamber C at'the proper time during the 'operation of the engine. The length of the stroke ofthe plunger 3 can be varled by adjusting the threaded nut 8 so as tocompress the spring 7 or allow it to expand. The spring 7 bears against the endsy of the rod 3. p The relief or by-pass valve 28 allows the excess fuel pumped by the injector A to be returned to the supply tank through the pipe 31 and the check 32 of the valve 28 is adjusted by turning the rod 35 so'as to com ress the spring 34 so that the valve 32 wil not open unless the pressure gets above a certain amount. After the "valve 28 has been adjusted tothe engine to which the injector A is attached, itis not'ne'cessary to -re-adjust it, as it will lautomaticallyjo erate 'so that the injector will inject the desired amount of fuel to ive the best results from the engine to whic the injector is attached. Thus the valve 28 prevents an sure at which the fue is injected no matter whether the injector operates fastor slow, thereby keeping the injecting pressure constant'after the valve 28 is set.

The alternative construction illustrated inH Figure 3 shows the injector coils 1 and 2 connected to a disk like body portion which is preferably of non-magnetic metal and the armature 51 is lconnected by the screw 52 to the center or axis of a thin ydiaphragm 53. The diaphragm 53 is preferably of spring metal and is clamped to the portion 50 which is held about the periphyery by a clamping ring 54 and screws 55 to the portion 50. The portion 50 is formed with a hollow chamber E and the spring 'diaphragm 53 forms a cover for the chamber. The diaphragm 5311s so formed as to curve outward, thereby enlarging the chamber AE- when thediaphragm 53 is Vin normal position. The portion 50 isformed With inlet passage-Way 56 at the bottom and an outlet passage-way. 57 at the top. Both the passage-Ways 56 and 57 haveball checks 5 8 positioned therein to close the passage-Ways automatically when it is desired during the operation of the injector diaphragm 53. The inlet passage-Way 56 is connected by a pipe s 59` to the fuel supply tank similar to that to which the pipe 26 .is connected and not being 'illustrated in the drawing, as the` tank is change in the presof ordinary construction. -The outlet pipe 60 issimilar to the pipe 27 and connectsvvith the automatic relief valve 28, pipe 29, nozzle 30 and b -pass 31 so as to mject fuel into the combust1on chamber C of an engine during the operation of the injector. The injector .coils 1 and 2 in the construction illustratedin Figure 3, are connected by the elec- Itric wires 42 with the battery 43, and the toward the coils 1- and 2 reducingthe size of the chamber E thereby forainer liquid vfuel into the combustion-chamber` in asimilar manner as described irfFigure 1. When the circuit, is broken andno'electro-motive force is passing through the coils. 1 and 2, the

armature 51 Willreturn to theposition illus- -f trated in Figure 3, due to the spring nature of the diaphr gm 53, causing a suction on the intake i 59 and filling the chamber 62 With liqui fuel'from the supply tank.

Thus in the operation of the. enginehthe injector illustrated in Figure 3, will operate rapidly reciprocating the diaphragm 53 back and forth, causing a pump action andthereby injecting liquid fuel into the combustion chamber of the engine. In Figure 4, a priming plug 61 is illustrated at the top of the portion 50 of .the injector so that'in'starting the injector illustrated, the lSame can bel rimedio fill the chamber E lwith hydrocar- Een or liquid fuel if it has become empty, so as to give immediate results from the injector when the engine is operated.

In both constructions of injectors illustrated and described, liquid fuel is injected directly into the combustion chamber of the engine by electro-motive force, preventing any loss of fuel through condensation or evaporation before the fuel has been introduced into the combustion chamber, thus giving lthe greatest amount of efliciency out of the fuel injected and preventing gasification of any ortion of the fuel before it enters the combustion chamber. The injectors 'are of simple construction, quick and posii the injection of the fuel directly into the. combustion chamber takes the place of ordinary priming. making the engine start easily, while after the engine warms up and even becomes hot, all the gasitication ofthe fuel takes place inside the combustion chamber. The electrical operation of the injector simplilies the whole construction and gives a device which is more positive and eilicient than mechanical or air operated fuel earbureters. The injector can be secured in any convenient place, preferably attached to thc engine so as to make a very short injecting pipe.

'lhe electrically operated injector can be used on the hit and miss engine and by a governor the injector can be shut off so as not to operate or turned on to govern the speed of the engine.

What I claim as new and desire to secure by Letters Patent of the United States is:

1. An injector, comprising, an electromagnet, an armature adapted to be reciprocated by said magnet, pump means connected to said armature and resilient means for adjusting said pump means to vary the pumping capacity of said injector.

2. rAn electrically operated pump comprising a pair of electro-magnets, core members connected with said electro-magnets and extending outwardly beyond. the ends of the same, said core members being formed with oppositely extendingr faces, an armaI ture adapted to move between said faces and pump means secured to said armature.

3. An electrically operated fuel injector comprising an electro-magnet, a piston attached to the armature of said magnet, and resilient means for adjusting the stroke of said piston and adaptedv to cushion the stroke of said piston to overcome the back-slap thereof.

4. An electrically operated pump comprising a horse-shoe electro-magnet having a core, core extensions secured to said core, said extensions having oppositely positioned faces, anarmature adapted to move axially between said faces and pumping means connected to said armature.

5. A fuel injector comprising a pair of magnets having core members extending outwardly beyond the ends thereof, a yoke connecting said eore members at. one end, oppositely ''acimr coreY extensions secured to said cores` at their other ends, a bearing secured to said core extensions. a rod slidably' mounted in said bearing and passing through said yoke, an armature secured to said rod and movable between said core extensions, and a, spring posit-ioned upon said rod between said armature and yoke.

(i. A fuel injector comprising a pair of magnets having core members extending outwardly beyond the ends thereof, a yoke. connecting said core members at one end, oppositcly facing core extensions secured to said cores at their other ends, a bearing secured to said core extensions, a rod slidably mounted in said bearing and passing through said yoke, an arma-ture secured to said rod and movable between said core extensions, and a spring positioned upon said rod between said armature and yoke, and adjusting means attached to said bearing member operating upon the end of said rod for regulating the movement of said rod.

7. A fuel injector comprising a pair of magnets having core members extending outwardly beyond the ends thereof, a yoke connecting said core members at one end, oppositely facing core extensions secured to said cores at their other ends, a bearing seeured to Said core extensions, a rod slidably mounted in said bearing and passing through said yoke, an armature secured to said rod and movable between said core extensions, and a spring positioned upon .said rod between said armature and yoke, a supporting bracket attached to said yoke, a pump cylinder attached to said yoke and positioned above said bracket, said rod extending into said pump cylinder to form the piston thereof. i

8. A fuel injector comprising a pair of electro-magnets, including core members, a yoke connecting said core members at. one end, a pair of core extensions attached to said cores a-t their other ends, a casing connecting said core extensions having a bearing formed therein, a pump secured to said yoke including a 'plunger said plunger extending through said yoke and being slidably mounted in said bearing, an armature attached to said plunger adapted to be attracted by saidcore ends and a spring positioned on said plunger seated between said varmature and yoke.

9. A fuel injector comprising apair of electro-magnets, including core members, a yoke connecting said core members at. one end, a pair of core extensions att-ached to said cores at their other ends, a casing connecting said core extensions having a bearing formed therein. a pump secured to said yoke including a, plunger, said plunger extending thronghsaid yoke and being slidably mounted in said bearing, an armature attached to said plunger adapted to be. attracted by said core ends and a. spring positioned on said plunger sea-ted between said armature and yoke, a. threaded cap secured to said bearing and a spring positioned within said cap adapted to engage the end of said plunger. v

ALBERT R. BEIINKE. 

